Rim with Recessed Channel and Rim Strip Apparatus and System

ABSTRACT

A rim for a vehicle wheel, the rim comprising: a circumferential tire bed surface, the tire bed surface comprising: a circumferential first bead seat and a circumferential second bead seat laterally spaced from said first bead seat, said first bead seat configured to support a first bead of a mating tire and said second bead seat configured to support a second bead of said mating tire; a circumferential rim well laterally positioned between said first bead seat and said second bead seat; wherein said rim well comprises a circumferential first step edge laterally inwardly offset from said first bead seat and a circumferential first spacer region laterally positioned between said first bead seat and said first step edge; at least a portion of said first spacer portion is radially inboard of said first bead; said first step edge extending radially inwardly from said first spacer region; wherein said first step edge is configured to provide for lateral alignment registration and/or visual alignment and placement of a first edge of a mating rim strip, said rim strip is a circumferential element that radially outwardly overlaps said rim well and extends laterally inwardly from said first edge.

CROSS-REFERENCES

This patent application is a continuation of U.S. patent applicationSer. No. 16/329,351 by inventors Christian Feucht, Mark Slate, EvanSmith, Raphael Schlanger, and Patrick M. Seidler entitled “RIM WITHRECESSED CHANNEL AND RIM STRIP APPARATUS AND SYSTEM,” filed on Feb. 28,2019, and which U.S. Patent Application is fully incorporated byreference herein. U.S. patent application Ser. No. 16/329,351 claims thebenefit of International Patent Application No. PCT/US2017/48863 byinventors Christian Feucht, Mark Slate, Evan Smith, Raphael Schlanger,and Patrick M. Seidler entitled “RIM WITH RECESSED CHANNEL AND RIM STRIPAPPARATUS AND SYSTEM,” filed on Aug. 28, 2017, and which InternationalPatent Application is fully incorporated by reference herein.International Patent Application No. PCT/US2017/48863 claims the benefitof U.S. Provisional Patent Application No. 62/380,710 by inventorsChristian Feucht, Mark Slate, Evan Smith, and Raphael Schlanger entitled“RIM WITH RECESSED CHANNEL AND RIM STRIP APPARATUS AND SYSTEM,” filed onAug. 29, 2016, and which provisional application is fully incorporatedby reference herein.

TECHNICAL FIELD

The present invention relates to a rim configured to attach to a tire,and more specifically to an apparatus and system comprising a rimsealing strip with a reinforced portion and a rim with a recessedchannel to receive the rim sealing strip.

BACKGROUND

Traditional bicycle tubeless tire applications commonly require the useof rim sealing tape to provide an airtight pneumatic seal between thetire beads. Most often the airtight pneumatic seal between the tirebeads, rim sealing tape, and tire is enhanced with the use of sealant.This rim sealing tape is commonly made from tensilized polypropylene(TPP). This TPP rim tape tends to be quite fragile in thecircumferential length direction, while being somewhat more durable inthe lateral width direction, making the tape difficult to install. Thecurrent trend towards wider rims has also made installation of this typeof tape even more difficult. The TPP rim tape has very low resistance topiercing such that, when a spoke breaks, the remaining spoke nipple iscommonly ejected radially outwardly with enough force to pierce thetape. Further, this rim tape has relatively low cut and abrasionresistance such that, over time and due to tire pressure, the sharp edgeof the spoke access holes can cut through the tape. Still further, thisrim tape can become ruptured and/or herniated at the spoke access holedue to higher tire pressures and/or due to tire installation andremoval, which may cause the tire to lose air through the tape at thespoke access holes.

Rim sealing tape must have a wide range of desirable characteristics tofunction properly. These characteristics include high strength, tearresistance, rupture resistance and abrasion resistance to prevent damageduring installation and use. It must also be stiff enough to bridgeacross openings (such as the spoke access holes) without distortingappreciably. The rim tape must also provide a smooth sealing surfacethat spans laterally across the tire bed of the rim to have a sealinginterface with the two laterally spaced tire beads. As such, it mustalso be soft, ductile, flexible, and pliable to conform to the complexcontour of the tire bed surface to provide a predictable and accuratetire interface contour to reliably mate and seal with the tubeless tire.It may be preferable that the resulting tire interface contour be inconformance with the European Tyre and Rim Technical Organisation(ETRTO) specifications for tubeless tires 2017, which are designated asETRTO 27.4 and ETRTO 28.2 (at the time of this writing). A copy of theETRTO specification is attached as Appendix A.

Heretofore, conventional rim sealing tape is generally supplied as spoolof continuous tape that is of a single material, such as TPP, and has agenerally constant width and thickness. This tape commonly includes anadhesive on one face. This tape is wrapped circumferentially around theexterior of the tire bed wall, with the two ends circumferentiallyoverlapping each other.

One problem with this conventional tape is that these several desirablecharacteristics commonly tend to be mutually exclusive. In other words,all of these characteristics are difficult, if not impossible, toachieve in a rim tape of singular material and having a single lateralwidth and a single radial thickness. For example, to have the requisitecharacteristic of flexibility, ductility, and easy conformability, thetape is not likely to also have high strength, stiffness, pierceresistance, etc. If the user attempts to ameliorate this lack ofstrength, stiffness, pierce resistance, etc. by continuously wrappingthe tape in multiple layers, then the resulting tire interface contourwill have excessive buildup and also be inaccurate and unpredictable.The tire will thus be difficult, if not impossible, to install and theresulting sealing interface with the tire will be inaccurate andunreliable. The additional tape material also adds excessive weight tothe system.

Conversely, if the tape has the requisite properties of stiffness,strength, pierce and cut resistance, etc., then it is commonly too rigidand non-pliable to have sufficient conformability during installation toaccurately achieve the desired tire interface contour. The end resultalso makes the tire difficult or impossible to install and makes thetire sealing interface unreliable.

Further, through the course of normal wear and tear where the tapecovers spoke access holes, the tape becomes degraded for air retention,both by the force of the air on the tape and by taking tires on and offthe rim among other things. So, over time, the tape does not retain airas well as it should in the spoke access hole area. This is particularlytrue when high pressure tires are utilized.

Traditionally, tubeless-ready bicycle rims require the use of a toughand airproof tape to seal the inside of the rim, over the spoke accessholes, to make the air chamber airtight. Most often the rim, rim tape,and tire are used with a liquid sealant to allow the tires to remaininflated. The tape may be a tensilized polypropylene (TPP) or a similarvery durable and strong airproof tape. The drawback of current tubelessbicycle tires is, the nature of the standard rim tape makes it verydifficult to install, and while durable in the width direction, it isactually quite fragile in the length direction. In the recent bicyclemarket there is a trend towards wider rims, which has also madeinstallation of this type of tape even more difficult.

The fragile nature of the current TPP tape in the linear (i.e.circumferential) direction can also be problematic when a spoke breaksin the wheel during use. At these times, the broken end of the spoke,with the nipple on it, can pierce through the rim tape causing aninstantaneous flat tire.

Options other than using TPP tape include the use of plugs inserted intothe spoke holes underneath the tape (not common) or the use of thickertape with cross-fiber reinforcement, such as Gorilla Tape™. The spokehole plug system makes tape installation even more difficult, and italso makes tire installation more difficult by effectively increasingthe diameter of the external tire bed surface. Also, the plugs mayeasily fall out and become lost. Once one plug is missing, the entiresystem will be compromised due to loss of air pressure at the spokeaccess hole. Due to its excessive tape thickness, the cross-fiberreinforced tape solution increases the bead seat diameter making tireinstallation and removal more difficult, plus the thicker;conforming-nature of this type of tape can make tire removal almostimpossible on some properly sized rims.

Previously, manufactures thought that a step or hook shaped rim beadflange was necessary to hold a tire bead in the rim. However, it hasbeen discovered that the step or hook shape of the rim bead flanges leadto leaking in tubeless tires.

Thus there is a need for a rim apparatus and system that overcomes theabove listed and other disadvantages.

SUMMARY OF THE INVENTION

The invention relates to a rim for a vehicle wheel, the rim comprising:a circumferential tire bed surface, the tire bed surface comprising: acircumferential first bead seat and a circumferential second bead seatlaterally spaced from said first bead seat, said first bead seatconfigured to support a first bead of a mating tire and said second beadseat configured to support a second bead of said mating tire; acircumferential rim well laterally positioned between said first beadseat and said second bead seat; wherein said rim well comprises acircumferential first step edge laterally inwardly offset from saidfirst bead seat and a circumferential first spacer region laterallypositioned between said first bead seat and said first step edge; atleast a portion of said first spacer portion is radially inboard of saidfirst bead; said first step edge extending radially inwardly from saidfirst spacer region; wherein said first step edge is configured toprovide for lateral alignment registration and/or visual alignment andplacement of a first edge of a mating rim strip, said rim strip is acircumferential element that radially outwardly overlaps said rim welland extends laterally inwardly from said first edge.

BRIEF DESCRIPTION OF THE DRAWINGS

The present disclosure will be better understood by those skilled in thepertinent art by referencing the accompanying drawings, where likeelements are numbered alike in the several figures, in which:

FIG. 1 is a perspective view of a prior art rim and tire;

FIG. 2 is a cross-sectional view of one embodiment of the rim tape;

FIG. 3 is a cross-sectional view of one embodiment of a rim:

FIG. 4 is a cross-sectional view of a rim of FIG. 3 with rim tape ofFIG. 2 installed;

FIG. 5 is a partial perspective cross section view of another embodimentof a rim and rim strip system;

FIG. 6 is an exploded cross-sectional view of the embodiment of FIG. 5 ;

FIG. 7 is a cross-sectional view of the rim strip system of FIG. 6installed on the rim;

FIG. 8 is a cross-sectional view of the rim strip system of FIG. 7 ,with a tire installed on the rim;

FIG. 9 is a cross-sectional view of another embodiment of the rim tapeand rim;

FIG. 10 is a cross-sectional view of the embodiment of FIG. 9 , showingthe rim tape from FIG. 9 installed on the rim;

FIG. 11 is a cross-sectional view of another embodiment of a rim tapesystem and rim;

FIG. 12 is a cross-sectional view of the embodiment of FIG. 11 , showingthe rim tape system from FIG. 11 installed on a rim;

FIG. 13 is a cross-sectional view of another embodiment of a rim tapesystem and rim;

FIG. 14 is a cross-sectional view of the embodiment of FIG. 13 , showingthe rim tape system from FIG. 13 installed on a rim;

FIG. 15 is a cross-sectional view of the disclosed rim and rim strip andrim tape;

FIG. 16 is a detail cross-section view, corresponding to detail 327 ofthe embodiment of FIG. 15 , detailing the interface between the rimstrip, the rim tape, and the rim channel;

FIG. 17 is a top partial perspective view of the embodiment of FIG. 15 ,without the rim tape and with the rim strip temporarily dislodged toexpose the channel;

FIG. 18 is a top perspective view of the rim from the FIG. 15 , with therim strip seated into the channel and the rim tape installed to coverthe rim strip and the tire bed surface;

FIG. 19 is a cross-sectional view of one embodiment of a rim;

FIG. 20 is a close up view of a bead flange from FIG. 19 ;

FIG. 21 is a cross-sectional view of another embodiment of a rim; and

FIG. 22 is a close up view of a bead flange from FIG. 21 .

DETAILED DESCRIPTION OF THE INVENTION

FIG. 1 describes the basic configuration of an exemplary prior artvehicle wheel, in particular, a bicycle wheel 1, as well as adescription of the direction conventions used throughout thisdisclosure. The hub assembly 14 includes a rotatable hub shell 12 and astationary axle 9, with bearings (not shown) to facilitate rotation ofthe hub shell 12 about the axial axis 28. The hub shell 12 includes atleast two axially spaced hub flanges 34 and 36, each of which include ameans for connecting with the spokes. The axle 9 includes end faces 30and 32 to interface with the dropouts (not shown). The axial axis 28 isthe axial centerline of rotation of the bicycle wheel 1. The hub flanges34 and 36 may be contiguous with the hub shell 12 or may be separatelyformed and assembled to the hub body portion of the hub shell 12. Thespokes 2 are affixed to the hub flanges 34 or 36 at their first end 4and extend to attach the rim 8 at their second end 6. The tire 10 isfitted to the outer periphery of the rim 8. The wheel of FIG. 1 isgeneric and may be of tension-spoke or compression-spoke design.

The axial direction 92 is a direction parallel with the axial axis 28.The radial direction 93 is a direction generally perpendicular to theaxial direction 92 and extending generally from the axial axis 28radially outwardly toward the rim 8. The tangential direction 94 is adirection perpendicular to both the radial direction 93 and axialdirection 92, defining a generally tangent vector at a given radius. Thecircumferential direction 95 is a cylindrical vector that wraps aroundthe axial axis 28 at a given radius. A radial plane 96 is a planeperpendicular to the axial axis 28 that extends in a generally radialdirection at a given axial intercept. An axial plane 97 is a plane thatis generally parallel to the axial axis.

In the ensuing descriptions, the term “axial” refers to a directionparallel to the centerline of the axial axis and the term “radial”refers to a direction perpendicular to the axial axis 28. The term“lateral” refers to a direction generally parallel to the axial axis 28when describing the region of the rim 8 and tire 10. An axially inboard(or inward) orientation is an orientation that is axially proximal tothe axial midpoint between the two end faces 30 and 32. Conversely, anaxially outboard (or outward) orientation is an orientation that isaxially distal to the axial midpoint between the two end faces 30 and32. A radially inboard (or inward) orientation is an orientation that isradially proximal to the axial axis 28 and a radially outboard (oroutward) orientation is an orientation that is radially distal to theaxial axis 28. A laterally inboard (or inward) orientation is anorientation that is axially proximal to the lateral midpoint between thetwo bead flanges 180 and 184. Conversely, a laterally outboard (oroutward) orientation is an orientation that is axially distal from thelateral midpoint between the two bead flanges 180 and 184. An axiallyinboard (or inward) facing surface is a surface that faces toward theaxial midpoint between the two end faces 30 and 32. Conversely, anaxially outboard (or outward) facing surface is a surface that facesaway from the axial midpoint between the two end faces 30 and 32.

FIG. 2 shows a front cross-sectional view of one embodiment of the rimstrip 100. The rim strip 100 has an overall lateral width 104, a firstlateral region 108, a second lateral region 112, and a third lateralregion 116. The rim strip has an outboard surface 120, and an inboardsurface 124. The rim strip 100 has a first lateral edge 128, and asecond lateral edge 132. The rim strip 100 has a first radial thickness136, a second radial thickness 140, and a third radial thickness 141.The rim strip 100 has a radial transition step 144 a of transitiondimension 147 between the first lateral region 108 and second lateralregion 112 and a radial transition step 144 b between the first lateralregion 108 and the third lateral region 116.

FIG. 3 is a cross-sectional view at generally one of the spoke holes ofone embodiment of a double walled rim 148. The rim 148 includes a spokebed wall 188 with a spoke hole 152 therethrough, and a tire bed wall 164with a spoke access hole 156 therethrough. There is a channel 160located on the radially outwardly facing external tire bed surface 192of the tire bed wall 164 along generally the entire circumference of therim. The channel 160 comprises an offset surface 168, that is generallyradially inwardly offset from the remainder of the tire bed surface 192and is laterally flanked by step edges 172 and 176. Step edges laterallystraddle and are laterally outboard of spoke access hole 156. The rim148 comprises a first bead flange 180, a second bead flange 184, a firstbead seat 149, and a second bead seat 151. The step edge 172 islaterally offset from the first bead seat 149 by dimension 153 and thestep edge 176 is laterally offset from the second bead seat 151 bydimension 153. A spoke bed wall 188 is adjacent to the spoke hole 152.The external tire bed surface 192 comprises the tire bed wall 164, stepedges 172, 176, channel 160, and generally the radially outboard rimsurface from the first bead flange 180 to the second bead flange 184.

FIG. 4 is the rim 148 from FIG. 3 , with the rim strip 100 from FIG. 2installed on the tire bed surface 192. The second lateral region 112 andthird lateral region 116 abut the rim 148 at a first bead sealingsurface 196 and second bead sealing surface 200, respectively. The rimstrip 100, as it lies on the rim 148, forms generally a tire interfacecontour 204. The tire interface contour 204 may conform to ETRTO 27.4and/or to ETRTO 28.2 specifications, see Appendix A. The second radialthickness 140 and third radial thickness 141 may have a similarthickness dimension to conventional rim sealing tape. It is noted thatthe channel 160, with offset surface 168 provides a radially inwardlyrelieved profile contour to accommodate the greater radial thicknessdimension associated with first radial thickness 136 such that thedesired tire interface contour 204 is maintained.

FIG. 5 is a partial perspective assembly view of one embodiment of thedouble walled rim 148 and rim strip system 208. The rim strip system 208is shown prior to assembly with the rim 148 and comprises a rim strip212 and rim tape 216. The rim strip 212 is configured to seat in thechannel 160. The rim tape 216 is configured to cover the rim strip 212and the external tire bed surface 192. In one embodiment the rim strip212 and rim tape 216 may be made of the same material. In otherembodiments, the rim strip may be made out of a stronger and/or stiffermaterial than the rim tape 216.

FIG. 6 is a cross-sectional view at generally one of the spoke holes ofone embodiment of a double walled rim 148 with the rim strip system 208shown prior to being installed on the rim 148. The rim tape 216laterally spans between a first edge 217 a and a second edge 217 b andmay have a thickness 224 between a radially outboard surface 215 a and aradially inboard surface 215 b. The rim strip 212 laterally spansbetween a first edge 207 a and a second edge 207 b and may have athickness 220 between a radially outboard surface 205 a and a radiallyinboard surface 205 b. In the embodiment shown, the rim strip thickness220 is greater than the rim tape thickness 224. In other embodiments,the rim strip thickness 220 may be less than, or equal to, the rim tapethickness 224. Note how the rim strip 212 has a lateral width 302 thatis sized to generally fit in the channel 160, with first edge 207 alaterally aligned with step edge 172 and second edge 207 b laterallyaligned with step edge 176. The rim tape 216 is sized to generally fitin the external tire bed surface 192. The rim strip 212 is configured tocover the spoke access holes 156.

FIG. 7 is the double walled rim 148 with the rim strip system 208installed on the rim 148. The circumferential rim strip 212 is firstcircumferentially wrapped and installed to nest within thecircumferential channel 160, with first edge 207 a laterally adjacent tostep edge 172 and second edge 207 b laterally adjacent to step edge 176.It is important for the rim strip 212 to be laterally aligned with thechannel 160 to insure that the spoke access holes 146 remain covered bythe rim strip 212 during installation and use. Step edges 172 and 176may serve as a visual aid for proper alignment of the rim strip 212during installation. Step edges 172 and 176 may also serve as bounds tolaterally confine the rim strip 212 and restrain the rim strip 212 fromslipping and/or migrating laterally outwardly of channel 160. Step edges172 and 176 may also serve to define the edges of the channel 160,thereby utilizing the channel 160 as a circumferential socket such thatthe rim strip 212 will become self-aligned and nested within the channel160. The thickness 224 may have a similar thickness dimension toconventional rim sealing tape. It is noted that the channel 160, withoffset surface 168 provides a radially inwardly relieved profile contourhaving offset dimension 223 (FIG. 6 ) that preferably corresponds to thethickness 224 of the rim strip 212 such that the desired tire interfacecontour 204 is maintained.

It may be preferable that the rim strip 212 be made of a reasonablystiff a strong material to bridge across the spoke access holes 156 (orother opening in the tire bed wall 164) without excessive herniation ordistortion. It may also be preferable that the rim strip 212 be made ofa reasonably cut-resistant, pierce-resistant, and abrasion-resistantmaterial so that any sharp edges associated with the spoke access holes156 and/or with the spokes 2 will not rupture the rim strip system 208,even with high tire inflation pressure and/or with prolonged use. Onecandidate material for the rim strip 212 is nylon.

The circumferential rim tape 216 is next circumferentially wrapped andinstalled to laterally cover the rim strip 212 and the remainder of thetire bed surface 192 as shown in FIG. 7 . It may be preferable that therim tape 216 be made of a highly conformable material so that it mayconform to the complex contours of the tire bed surface 192. When therim strip system 208 is installed on the rim 148, a tire interfacecontour 204 is formed. By faithfully and accurately conforming to thetire bed surface 192, the resulting tire interface contour 204 of therim tape 216 may be highly accurate and predictable so that the tire(not shown) may have a reliable interface with the rim strip system 208to insure easy installation and proper pneumatic sealing of the tirewhen mounted to the rim 148. One candidate material for the rim tape 216is TPP (tensilized polypropylene).

The rim strip 212 and/or rim tape 216 may be formed as a linear stripthat is wrapped circumferentially around the tire bed surface 176, suchthat its two ends are circumferentially overlapping. Alternatively, therim strip 212 and/or rim tape 216 may be formed as a closedcircumferential hoop that is wrapped circumferentially around the tirebed surface 192.

The rim strip 212 may also include adhesive at the interface with theinboard surface 205 b and the channel 160 to secure the rim strip 212 tothe tire bed surface 192 and to resist any misalignment therebetween.Similarly, the rim tape 216 may also include adhesive at the interfacewith the inboard surface 215 b and the outboard surface 205 a and/or theremainder of the tire bed surface 192 to secure the rim tape 216 theretoand to resist any misalignment therebetween.

The rim strip 212 may first be installed on the rim 148 as described,with the rim tape subsequently installed on the rim 148 and over the rimstrip 212 as described in a two step procedure. Alternatively, prior toinstallation with the rim 148, the rim strip 212 may be pre-laminated tothe rim tape 216 at the interface where they overlap. Thispre-lamination may then be installed and assembled to the rim asdescribed in the embodiment of FIGS. 9 and 10 .

FIG. 8 is the system from FIG. 7 , with a tubeless tire 228 installed onrim 148. The tire 228 consists of a first bead 232 and a second bead236. When the tire 228 is properly installed on the rim 148, the firstbead 232 makes an airtight seal along the first bead sealing surface196, and the second bead 236 makes an airtight seal along the secondbead sealing surface 200. As shown here, the rim tape 216 may spanlaterally between the first bead sealing surface 196 and the second beadsealing surface 200 to insure a continuous uninterrupted sealing surfacetherebetween and to provide a reliable airtight seal between the firstbead 232 and second bead 236.

FIG. 9 is a double walled rim 148 with the rim strip 100 from FIG. 2 .FIG. 9 shows one orientation of the rim strip 100 with respect to therim 148. However, in other embodiments, the rim strip 100 may be turnedover with respect to the rim 148 such that the radial transition steps144 a and/or 144 b face in a radially outwardly direction.

FIG. 10 shows the rim strip 100 installed on the rim 148. The firstlateral region 108 with the first radial thickness 136 generally seatsand nests into the channel 160. The second lateral region 112 forms thefirst bead sealing surface 196 by conforming to the tire bed surface192, similarly the third lateral region 116 forms the second beadsealing surface 200 by conforming to the tire bed surface 192. Since thefirst lateral region 108 is generally seated in the channel 160, theoutboard surface 120 of the rim strip 100 forms a tire interface contour204.

The radial transition step 144 a is laterally adjacent to step edge 172and the radial transition step 144 b is laterally adjacent to step edge176. As described hereinabove, it is important for the rim strip 100 tobe laterally aligned with the channel 160. Also as describedhereinabove, step edges 172 and 176 may serve as a visual aid for properalignment of the rim strip 100 during installation and may also serve asbounds to laterally abut respective transition steps 144 a and 144 b andlaterally restrain the rim strip 212 and may also serve to define theedges of the channel 160, creating a circumferential socket such thatthe rim strip 212 will become self-aligned and nested within the channel160.

Due to its greater first radial thickness 136, the first lateral region108 tends to have greater strength, stiffness, cut-resistance, andpierce-resistance properties in comparison to the lesser second radialthickness 140 and lesser third radial thickness 141. These greaterproperties of the first lateral region 108 serve to provide theadvantages described hereinabove for protective covering of the spokeaccess holes 156. Further, lesser second radial thickness 140 and lesserthird radial thickness 141 may correspond to the greater conformabilityof the second lateral region 112 and third lateral region 116 incomparison with the thicker first lateral region 108. The advantages ofthis greater conformability are described hereinabove.

The rim strip 100 may be formed as a linear strip that is wrappedcircumferentially around the tire bed surface 176. Alternatively, therim strip 100 may be formed as a closed circumferential hoop that iswrapped circumferentially around the tire bed surface 176. Also, the rimstrip 100 may include adhesive at the interface with the inboard surface124 and the tire bed surface 192 to resist any misalignmenttherebetween.

As shown here, the rim strip 100 may span laterally between the firstbead sealing surface 196 and the second bead sealing surface 200 toinsure a continuous uninterrupted sealing surface therebetween and toprovide a reliable airtight seal between the first bead 232 (not shown)and second bead 236 (not shown) of a tire 228 (not shown) mountedthereto.

FIG. 11 is a cross-sectional view at generally one of the spoke holes ofone embodiment of a double walled rim 148 with another embodiment of arim strip system 240. Rim strip system 240 comprises a first length ofrim tape 244 and a second length of rim tape 248. First length of rimtape 244 has a thickness 252 and lateral edges 245 a and 245 b, andsecond length of rim tape 248 has a thickness 256 and lateral edges 249a and 249 b. Thickness 252 and thickness 256 may generally be equal. Thetwo rim tapes 244, 248 will be installed on the rim 148 such that thetapes 244, 248 will generally overlap at the channel 160.

FIG. 12 shows the rim strip system 240 installed on the rim 148. Theoverlapped tape region 260 generally fill the channel 160, with lateraledge 249 a laterally aligned with and adjacent step edge 172. Rim tape248 is conformed to tire bed surface 192 such that the imprint of thestep edge 176 is visible on its radially outward facing surface as shownsuch that step edge 176 is next laterally aligned and adjacent tolateral edge 245 b. The overlapping thicknesses 252 and 256 combine tocreate a thicker overlap region 260 that laterally corresponds tochannel 160 as shown. This thicker region tends to have greaterstrength, stiffness, cut-resistance, and pierce-resistance properties incomparison to the non-overlapping portions of the rim tapes 244 and 248.Also, the non-overlapping portions of the rim tapes 244 and 248 arethinner than the overlap region 260 and may tend to have greaterconformability. These greater properties of the overlap region 260 serveto provide the advantages described hereinabove for protective coveringof the spoke access holes 156. Further, the greater conformability ofthe non-overlapping portions of the rim tapes 244 and 248 may provideadvantages as also described hereinabove. The thicknesses 252 and 256may be of a similar thickness dimension to conventional rim sealingtape. It is noted that the channel 160, with offset surface 168 providesa radially inwardly relieved profile contour to accommodate the greaterthickness associated with the stacked and combined thicknesses 252 and256 in the overlap region 268 such that the desired tire interfacecontour 204 is maintained. Rim tapes 244 and/or 248 may also includeadhesive at the overlapping interface associated with overlap region 260and/or at the interface between the rim tapes 244 and 248 and the tirebed surface 192. Rim tapes 244 and 248 may be pre-laminated prior totheir installation with the rim 148.

FIG. 13 is a cross-sectional view at generally one of the spoke holes ofone embodiment of a double walled rim 148 with another embodiment of rimtape 266. Rim tape 266 comprises at least two materials formed into therim tape 266. A first material 270 is harder and stiffer and occupies amiddle lateral region 274 of the rim tape 266. A second material 278 issofter and more flexible and occupies a first lateral region 282 of thetape 266 and a second lateral region 286 of the tape 266. The firstlateral region 282 and a second lateral region 286 are shown tolaterally straddle the middle lateral region 274. The middle lateralregion 274, first lateral region 282, and second lateral region 286 areintegrally joined as one rim tape 266 having an overall lateral width272. The rim tape 266 may have a generally constant thickness 271. Themiddle section 274 is sized to laterally overlap and cover the spokeaccess holes 156. Please note, in this embodiment, the rim 148 may nothave the step edges 172, 176, nor the offset surface 168, since the rimtape 266 is shown here to have a constant thickness 271.

FIG. 14 shows the rim tape 266 installed on the rim 148. The middlesection 274 generally covers the spoke access holes 156. It may bepreferable that the middle lateral region 274 be made of a reasonablystiff, strong, cut-resistant, to provide the corresponding benefitsassociated with these properties as described hereinabove. It may alsobe preferable that the first lateral region 282 and second lateralregion 286 be made of a highly conformable material so that it mayconform to the complex contours of the tire bed surface 192, therebyproviding the corresponding benefits described hereinabove. One processto produce the multi-material rim tape 266 described herein is acoextrusion process.

FIG. 15 is a cross-sectional view of another embodiment of the disclosedsystem 310. The system comprises a rim 314 and a rim strip 318 and rimtape 330. The rim 314 comprises a channel 322 on the inner surface 326of the rim 314. The rim strip 318 is configured to sit in the channel322. In one embodiment, with the rip strip 318 seated in the channel322, the inner diameter of the inner surface 326 is not generallyincreased due to the depression of the channel 322. In one embodiment,as shown, rim tape 330 is adhered to the inner surface 326. The rim 314has a plurality of spoke access holes 334. A conventional spoke nipple335 is shown to be positioned in the spoke hole 337 in the conventionalmanner for connection with a spoke (not shown).

FIG. 16 is an enlarged detail view of the channel 322 and rim strip 318shown in FIG. 15 . In this view rim tape 330 can be seen. In this view,one can see that the rim tape 330 lies and is adhered to the rim strip318 and the inner surface 326 of the rim 314.

FIG. 17 is a top perspective view of one embodiment of the rim 314. Inthis view, the channel 322 can be seen, and the rim strip 318 can beseen being installed into the channel 322. There is no rim tape 330 inplace yet in this view. The channel 322 is positioned along generallythe entire circumference of the rim. The rim strip 318 also isconfigured to be seated in generally the entire circumference of thechannel 322. A portion of the rim strip 318 is shown to be temporarilydisplaced to expose the channel underneath. The rim strip 318 and rimtape 330 act as an air barrier, preventing air from leaving the interiorof the tire when the tire is installed on the rim 314. Oftentimes theprevention of air leaving the interior of the tire is enhanced with theuse of liquid sealant.

FIG. 18 is a top perspective view of the rim 314 from FIG. 17 , with therim strip 318 completely seated in the channel 322, and rim tape 330completely covering the inner surface 326 of the rim 314.

The disclosed system utilizes a simple conforming rim strip 318 that issized to fit into a channel 322 designed into the inner rim well of atubeless rim 314 that does not increase the finished diameter of theinner rim well. In other words, the inner rim well has a relievedsurface in the form of channel 322 such that, with the rim strip 318installed in the channel 322, the resulting tire bed surface has adesired and predetermined profile to next receive the rim tape 330 andto achieve the desired tire interface contour. The thin and flexible rimtape 330 is installed on top of the rim strip 318 to provide an airtightseal. The rim strip 318 may be made from a material (such as, but notlimited to nylon) that is tough enough to resist air pressure withoutexcessive deformation or damage and also to resist the piercing force ofa spoke breaking at high tension and ejecting radially outwardly. Therim strip 318 may be just wide enough to cover all of the spoke holes334 with a slight lateral overlap, and it may be the proper hoopdiameter to stretch slightly to fit perfectly into the recessed channel322 in the inner rim surface 326. The rim tape 330 may cover the strip318 and the entire innerrim surface 326. It may be flexible enough toconform easily to the contour of the rim 314 and it may have a toughenough adhesive to adhere securely to both the rim 314 and the rim-strip318. The rim 314 may be designed to fit the rim strip 318 perfectly,including a slight recess 322 that will laterally constrain and lock therim strip 318 into the correct position.

The disclosed rim 314 with recessed channel 322 and rim strip 318features a recessed channel 322 to help eliminate instantaneousdeflation that comes from broken spokes ejecting through the rim tape330. By utilizing a custom fit nylon rim strip 318, one can eliminatethe occurrence of these types of tape failures. In one embodiment, therim strip 18 may have a lateral width of around 13 mm. An added benefitis that one can then use a more flexible tape with the disclosed systemthat does not require the high tensile strength that current tapesrequire to span the spoke access holes 334 and still remain airtight. Asrims are designed to have greater lateral width between bead flanges,this advantage is even more important, since it allows for a moreflexible and conformable rim tape 330 that makes rim tape 330installation much easier.

In some embodiments, the rim strip and/or rim tape may comprise a singlemonolithic and unitary material with the generally the same materialcharacteristics throughout the rim strip and/or rim tape. In otherembodiments, the rim strip and/or rim tape may comprise two or morematerials, with each material having different material characteristics,such as but not limited to hardness, stiffness, tear resistance,abrasion resistance, cut resistance, flexibility, conformability, andstretchability.

The disclosed invention includes geometric configurations of rimgeometry, including tire bed, bead flanges, well, bead sealing surfaces,etc., and their various radial/lateral/circumferential orientationsrelative to each other.

The invention to provides a rim sealing tape system that overcomes theshortcomings of the conventional prior art rim tape and provides asealing means that has the requisite strength and stiffness toeffectively bridge openings in the rim, while also having the ductility,flexibility, and conformability to conform to the exterior of the tirebed wall and to create an accurate and predictable tire interfacecontour with a highly reliable bead sealing interface.

The spoke access holes are commonly positioned within a relativelynarrow lateral envelope toward the lateral middle of the tire bed wall.The two bead sealing surfaces are positioned laterally outwardly tostraddle these spoke access holes.

FIG. 19 is a cross-sectional view of one embodiment of a double walledrim 148.

FIG. 20 is a close-up view of the second bead flange 184 from FIG. 19 .Bead flanges 180 and 184 are superior over known bead flanges on rims,because bead flanges 180 and 184 do not have the sudden step or hookshape of other bead flanges in the industry. Thus bead flanges 180, 184have a smoother shape, that do not have the sudden change in transitionthat step-shaped bead flanges, and hook-shaped bead flanges have. Thissmoother shape leads to less leakage. Second bead flange 184 has a firstradius 400, second radius 404, and third radius 408. The bead flange 184has a height 412. The bead flange extends out past the inner wall of therim by a width 416. In one embodiment, first radius 400 maybe about 2.5millimeters (mm), second radius 404 may be about 0.8 mm, third radius408 may be about 1.5 mm, bead flange height 412 may be about 3.57 mm,and bead flange extending width 416 may be about 0.6 mm. In otherembodiments, second bead flange 184 may also have a fourth radius 420,and a fifth radius 424. In one embodiment, fourth radius 420 may beabout 1 mm, and fifth radius 424 may be about 0.8 mm. First bead flange180 is generally a minor image of second bead flange 184.

FIG. 21 is a cross-sectional view of another embodiment of a doublewalled rim 148.

FIG. 22 is a close-up view of the second bead flange 184 from FIG. 21 .Second bead flange 184 has a first radius 400, second radius 404, andthird radius 408. The bead flange 184 has a height 412. The bead flangeextends out past the inner wall of the rim by a width 416. In oneembodiment, first radius 400 maybe about 1 mm, second radius 404 may beabout 1 mm, third radius 408 may be about 0.5 mm, bead flange height 412may be about 2.37 mm, and bead flange extending width 416 may be about0.9 mm. In this embodiment, second bead flange 184 may also have a fifthradius 424, but not a fourth radius 420 (compared to the bead flange inFIG. 20 which has a fourth radius 420). Rather, this embodiment has asixth radius 428. In one embodiment, fifth radius 424 may be about 1 mm,and sixth radius 428 may be about 2 mm. First bead flange 180 isgenerally a minor image of second bead flange 184.

The present invention takes advantage of this geometry to provide anarrangement whereby a rim sealing strip may have a have greater strengthand stiffness in a lateral middle region of the tire interface contourto overlap the spoke access holes, while having greater flexibility,ductility, and conformability in the laterally outward regionsstraddling this middle region. Thus, the middle region has the requisitestrength, stiffness, puncture and cut resistance, etc. to effectivelybridge the spoke access holes and prevent rupturing and damage to thesealing strip, while the laterally outward regions have the requisiteconformability to provide accurate and predictable bead sealing surfacesfor reliable bead sealing with the tire.

The present invention provides a rim sealing strip with extrareinforcement in the middle region to provide this greater strength andstiffness and lesser reinforcement in the laterally outward regions toprovide this greater conformability. The reinforcement of this middleregion may be achieved by a variety of means: Firstly, the middle regionand outboard regions may be composed of differing materials, with afirst material having the desirable characteristics for the middleregion and a second material having the desirable characteristics forthe outboard regions. Secondly, the middle region may have an increasedthickness relative to the outboard regions, with the increased thicknessresulting in increased strength and/or stiffness properties. Thirdly,the middle region may be composed of additional radially stackedlayer(s) of material in comparison with the outboard region, with theadditional layer(s) providing increased strength and stiffnessproperties. Fourthly, two or more of the aforementioned means may becombined to optimize the properties of the rim sealing strip.

Further, in conjunction with this rim sealing strip, the presentinvention may provide for a mating rim with an external tire bed surfacethat includes geometry tailored to accommodate any thickness variationof the rim sealing strip. More specifically, this rim includes aradially inwardly recessed channel that generally extendscircumferentially around the tire bed surface and is laterallypositioned to overlap the spoke access holes and to correspond to themiddle portion of the rim sealing strip. In one embodiment, this channeldoes not extend laterally outwardly to the bead sealing surfaces, mostparticularly for ETRTO dimensional rims that necessitate a requiredinner rim profile contour for the ease of mounting, dismounting and theretention of tires for tubeless use.

The rim sealing strip of the present invention may be provided as acontinuous and endless circumferential hoop that is sized for fitment tothe external tire bed surface. The rim sealing strip may otherwise beprovided in the more conventional form as a linear strip that iscircumferentially wrapped around the external tire bed surface.

The rim channel may be laterally flanked by step edges that provide abeneficial visual aid when installing and aligning the rim sealingstrip. Further, this channel also provides a predefined mechanicalrecess for self-aligning nesting with the rim sealing strip duringinstallation. Still further, this channel may provide the requisiterelief in geometry to accommodate any variation in thickness of the rimsealing strip such that the resulting tire interface contour ismaintained according to a predetermined specification, such as, but notlimited to, the ETRTO specification as described hereinabove.

It should be noted that the terms “first”, “second”, and “third”, andthe like may be used herein to modify elements performing similar and/oranalogous functions. These modifiers do not imply a spatial, sequential,or hierarchical order to the modified elements unless specificallystated.

While the disclosure has been described with reference to severalembodiments, it will be understood by those skilled in the art thatvarious changes may be made and equivalents may be substituted forelements thereof without departing from the scope of the disclosure. Inaddition, many modifications may be made to adapt a particular situationor material to the teachings of the disclosure without departing fromthe essential scope thereof. Therefore, it is intended that thedisclosure not be limited to the particular embodiments disclosed as thebest mode contemplated for carrying out this disclosure, but that thedisclosure will include all embodiments falling within the scope of theappended claims.

What is claimed is:
 1. A rim for a vehicle wheel, the rim comprising: acircumferential tire bed surface, the circumferential tire bed surfacecomprising: a circumferential first bead seat and a circumferentialsecond bead seat laterally spaced from said first bead seat, said firstbead seat configured to support a first bead of a mating tire and saidsecond bead seat configured to support a second bead of said matingtire; a circumferential rim well laterally positioned between said firstbead seat and said second bead seat; wherein said rim well comprises acircumferential first step edge laterally inwardly offset from saidfirst bead seat and a circumferential first spacer region laterallypositioned between said first bead seat and said first step edge; atleast a portion of said first spacer portion is radially inboard of saidfirst bead; said first step edge extending radially inwardly from saidfirst spacer region; wherein said first step edge is configured toprovide for lateral alignment registration and/or visual alignment andplacement of a first edge of a mating rim strip, said rim strip is acircumferential element that radially outwardly overlaps said rim welland extends laterally inwardly from said first edge.
 2. The rimaccording to claim 1, wherein said first step edge has a first edgeoffset dimension as measured perpendicular from said first spacerregion; wherein said rim strip has a thickness between a radiallyoutboard surface and a radially inboard surface; and wherein saidthickness adjacent said first lateral edge is generally equal to saidfirst edge offset dimension.
 3. The rim according to claim 1, whereinsaid rim well comprises a circumferential second step edge laterallyspaced from said first step edge and a offset surface laterally boundedbetween said first step edge and said second step edge; said first stepedge, said second step edge, and said offset surface defining a channelof said rim well.
 4. The rim according to claim 3, wherein said secondstep edge has a second edge offset dimension as measured perpendicularfrom said second spacer region; and wherein said first edge offsetdimension is generally equal to said second edge offset dimension. 5.The rim according to claim 3, wherein said second step edge isconfigured to provide for lateral alignment registration and/or visualalignment and placement of a second edge of said rim strip, said rimstrip extends laterally inwardly from said second edge.
 6. The rimaccording to claim 5, wherein said second step edge is laterallyinwardly offset from said second bead seat with a circumferential secondspacer region laterally flanked between said second bead seat and saidsecond step edge; wherein said second step edge has a second edge offsetdimension as measured perpendicular from said second spacer region;wherein said rim strip has a thickness between a radially outboardsurface and a radially inboard surface and wherein said thicknessadjacent said second lateral edge is generally equal to said second edgeoffset dimension.
 7. The rim according to claim 3, wherein said secondstep edge is laterally inwardly offset from said second bead seat with acircumferential second spacer region laterally flanked between saidsecond bead seat and said second step edge; wherein, with said rim stripinstalled to radially outwardly overlap said channel, said first beadseat, said first spacer region, said radially outboard surface, saidsecond spacer region, and said second bead seat all cooperate to createa combined tire bed contour that conforms with European Tyre and RimTechnical Organization (“ETRTO”) rim specifications for use withtubeless tires.
 8. The rim according to claim 3, wherein said rim is abicycle rim, wherein said rim well conforms with European Tyre and RimTechnical Organization (“ETRTO”) rim specifications for use withtubeless tires, modified by said channel of said rim well.
 9. The rimaccording to claim 1, wherein said tire bed surface is configured toreceive a circumferential rim tape, with said rim tape laterallyspanning to radially outwardly overlap said first bead seat, said secondbead seat, and said rim strip.
 10. The rim according to claim 1, whereinsaid tire bed surface is the radially outboard surface of a tire bedwall of said rim, said tire bed wall including an opening piercing saidtire bed wall, wherein, with said a first edge aligned with said firststep edge and installed on said tire bed surface, said rim stripradially outwardly covers said opening.
 11. The rim according to claim3, wherein said tire bed surface comprises the radially outward surfaceof a tire bed wall of said rim, said tire bed wall including an openingpiercing said tire bed wall, wherein said first step edge and saidsecond step edge laterally straddle said opening.
 12. The rim accordingto claim 1, wherein said rim strip comprises a radially outboard surfacesuch that, with said rim strip aligned with said first step edge andinstalled to radially outwardly overlap said tire bed surface, saidradially outboard surface is generally continuous and aligned with saidfirst offset surface.
 13. The rim according to claim 3, wherein saidsecond step edge is laterally inwardly offset from said second bead seatwith a circumferential second spacer region laterally flanked betweensaid second bead seat and said second step edge, wherein said rim stripcomprises a radially outboard surface such that, with said rim stripaligned with said first step edge and installed to radially outwardlyoverlap said tire bed surface, said radially outboard surface isgenerally continuous and aligned with said first offset surface and withsaid second offset surface.
 14. The rim according to claim 3, whereinsaid offset surface is an circumferentially extending concave surfacethat comprises a first lateral portion adjacent said first step edge, asecond lateral portion adjacent said second step edge, and a middleportion laterally positioned between said first lateral portion and saidsecond lateral portion, wherein said mid portion is radially inboard ofboth said first lateral portion and said second lateral portion.
 15. Therim according to claim 14, wherein said rim strip has a radially inboardsurface; and wherein said radially inboard surface is nested and matchedto said concave surface.
 16. The rim according to claim 1, wherein saidrim well comprises a recessed surface extending laterally inwardly fromsaid first step edge, said recessed surface is an circumferentiallyextending concave surface that comprises a first lateral portionadjacent said first step edge and a middle portion laterally inboard ofsaid first step edge, wherein said middle portion is radially inboard ofsaid first lateral portion.
 17. The rim according to claim 3, whereinsaid first step edge extends in a direction generally parallel to aradial axis.
 18. The rim according to claim 1, wherein said spacerportion comprises a bead hump, wherein said bead hump extends radiallyoutboard of said first bead seat.
 19. The rim according to claim 1,including said rim strip, wherein said rim strip is laterally boundedbetween said first edge and a second edge.
 20. The rim according toclaim 19, including a circumferential rim tape, with said rim tapelaterally spanning to radially outwardly overlap said first bead seat,said second bead seat, and said rim strip.